Wall reinforcement and shelf system for a vehicle

ABSTRACT

A wall reinforcement and shelf system for a vehicle cargo area may have at least one rib reinforcing member defining a hollow channel. The hollow channel may be shaped and sized to selectively receive a vehicle side wall rib therein. A shelf member may be pivotally connected to the rib reinforcing member.

FIELD

The present disclosure relates to a wall reinforcement and shelf systemfor a vehicle, and more particularly, a wall reinforcement and shelfsystem configured for an interior of a vehicle, such as a utility orcargo type vehicle.

BACKGROUND

Utility and cargo vehicles often have interior spaces that can be fitwith a wide variety of structures to store and secure cargo therein,such as a shelf system.

In the past, a shelf system may have been simply attached to the vehicleside wall or its structural members as both were of robust constructioncapable of supporting a shelf system. However, light-weighting hasbecome particularly important for gas powered, hybrid and electricvehicles and the vehicle side walls and/or structural members havedramatically changed.

For example, the side walls of the cargo portion of a modern utilityvehicle (like a box truck) are thin, single walled structures that lackmuch rigidity and can be flexed merely by pressing on them. The wallsare connected by thin vertical and horizonal ribs that are onlysufficient to hold the walls in place and they cannot bear muchadditional weight. Indeed, many of the current ribs have no structuresadapted to receive, connect or support equipment, shelving or otherrelated items.

The design of current cargo vehicles leads to further problems foradding shelving. As noted, many of the vehicles are hybrid or fullelectric vehicles with electronic, wiring and/or batteries. Often theseelectrical components are located under the vehicle floor. As such, itmay be advisable to avoid drilling into the floor or locating fastenersinto the floor except where approved by the OEM to prevent damaging theelectrical components. Further, if one were to drill into the floor, ora sidewall rib, doing so may weaken them to such an extent that areas ofwear and/or damage can be created.

In the situation where a shelf can be added, the prior art systems oftenhave a single fixed position within the vehicle and they cannot bestowed when they are not in use. These prior art shelves take upvaluable space when they are not needed.

In other cases, the shelves can be stowed when not in use. Theseshelves, however, have complicated designs, which causes them to beexpensive to manufacture. The manufacturing expense is passed on toconsumers which makes the shelves expensive to an end user. Thecomplicated designs also result in additional failure modes.

It would be advantageous for a vehicle shelf system to be simple, yetrobust, easily manufacturable and cost effective, and be easilypositioned and secured within the vehicle.

SUMMARY

In concordance and agreement with the present disclosure, a vehicleshelf system to be simple, yet robust, easily manufacturable and costeffective, and be easily positioned and secured within the vehicle, hassurprisingly been discovered.

In one embodiment, a wall reinforcement and shelf system for a vehiclecargo area may have a first rib reinforcing member and a second ribreinforcing member, wherein both reinforcing members each have two sidewalls connected together by a front wall to form a hollow channel; and ashelf member pivotally connected to each of the first and second ribreinforcing members.

In another embodiment, a wall reinforcement system adapted for use witha vehicle shelf system may have a rib reinforcing member adapted toreinforce a rib in a vehicle cargo area side wall, wherein at least oneof a header portion for the rib reinforcing member and a footer portionfor the rib reinforcing member has a complementary shape to thereinforcing member, wherein one of said header portion or said footerportion is selectively adjustable along a height of the rib reinforcingmember; and a shelf attached to the rib reinforcing member.

In another embodiment, a wall reinforcement and shelf system for avehicle cargo area may have a vehicle side wall having at least onevertically extending rib, a reinforcing member having a header portionand a footer portion, wherein one of the header portion or the footerportion may be selectively adjustable along a height of the reinforcingmember wherein the reinforcing member at least partially encases therib, at least one bracket having a first end portion attached to a sidewall of the reinforcing member and a second end portion with a firstpivot aperture, a shelf support member having a second pivot aperturealigned with the first pivot aperture, a pivot bar extending through thefirst and second pivot apertures, the pivot bar extending parallel afront wall of the reinforcing member, wherein the shelf support memberselectively pivots about the pivot bar, and a shelf member attached tothe shelf support member.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 depicts a side perspective view of a partial cut away showing oneembodiment of an interior of a vehicle;

FIG. 2 depicts a side perspective view of a partial cut away showing theinterior of the vehicle of FIG. 1 including one embodiment of a wallreinforcement and vehicle shelf system according to an embodiment of thepresently disclosed subject matter;

FIG. 3 depicts a perspective view of the system of FIG. 2 including aplurality of shelving units;

FIG. 4 depicts a perspective view of the system of FIGS. 2 and 3 ,showing one of the shelving units having a pair of shelf members in anin-use, first position and a remainder of the shelving units having aplurality of shelf members in a raised or stowed, second position;

FIG. 5 depicts a perspective view of one embodiment of an upperattachment mechanism of the system of FIGS. 2-4 ;

FIG. 6 depicts a perspective view of one embodiment of a lowerattachment mechanism of the system of FIGS. 2-4 ;

FIG. 7 depicts a perspective view of one embodiment of another upperattachment mechanism of the system of FIGS. 2-4 ;

FIG. 8 depicts a perspective view of one embodiment of another lowerattachment mechanism of the system of FIGS. 2-4 ;

FIG. 9 depicts a perspective view of the upper attachment mechanism ofthe system of FIGS. 2-4 ;

FIG. 10 depicts a perspective view of the lower attachment mechanism ofthe system of FIGS. 2-4 ;

FIG. 11 depicts a perspective view of one embodiment of a support memberof the shelving units of the system of FIGS. 2-4 ;

FIG. 12 depicts a side perspective view of a partial cut away showingthe interior of the vehicle of FIG. 1 including a system according toanother embodiment of the presently disclosed subject matter;

FIG. 13 depicts a front left side perspective view of the system of FIG.12 including a plurality of shelving units;

FIG. 14 depicts an enlarged front right side perspective view of aportion of the system of FIGS. 12-13 ;

FIG. 15 depicts a rear perspective view of the system of FIGS. 12-14 ;

FIG. 16 depicts a top plan view of a portion of the system of FIGS.12-15 ;

FIG. 17 depicts a front left side perspective view of a portion of thesystem of FIGS. 12-16 , wherein a shelf member of one of the shelvingunits has been removed;

FIG. 18 depicts a front right side perspective view of a portion of thesystem of FIGS. 12-17 , wherein the shelf member of one of the shelvingunits has been removed;

FIG. 19 depicts a rear perspective view of a portion of the system ofFIGS. 12-18 , wherein the shelf member of one of the shelving units hasbeen removed;

FIG. 20 depicts a bottom perspective view of a portion of the system ofFIGS. 12-19 , wherein the shelf member of one of the shelving units hasbeen removed;

FIG. 21 depicts a perspective view of a lower attachment mechanism ofthe system of FIGS. 12-20 ;

FIG. 22 depicts a perspective view of another lower attachment mechanismof the system of FIGS. 12-20 ;

FIG. 23 depicts a perspective view of an upper attachment mechanism ofthe system of FIGS. 12-20 ;

FIG. 24 depicts a side perspective view of a partial cut away showingthe interior of the vehicle of FIG. 1 including a system according toanother embodiment of the presently disclosed subject matter; and

FIG. 25 depicts a perspective view of a lower attachment mechanism ofthe system of FIG. 24 .

DETAILED DESCRIPTION

It is to be understood that the device herein may assume variousalternative orientations and step sequences, except where expresslyspecified to the contrary. It is also to be understood that the specificdevices and processes illustrated in the attached drawings, anddescribed in the following specification are simply exemplaryembodiments. Hence, specific dimensions, directions or other physicalcharacteristics relating to the embodiments disclosed are not to beconsidered as limiting, unless expressly stated otherwise.

Turning to FIGS. 1 and 2 , one embodiment of a partial cargo area 30 fora vehicle 32 is schematically depicted. The vehicle 32 may be such as acargo van, but other vehicles with other cargo areas of various shapesand sizes may be used.

The cargo area 30 may be defined by at least a sidewall 34, anothersidewall 36 (shown in FIG. 12 ), a forward portion 38 and a rear portion40. The forward portion 38 may be adjacent an occupant compartment 42.The occupant compartment 42 may be separated from the cargo area 30 bydriver and passenger seats (not shown), or a partition (not shown) mayseparate the cargo area 30 from the occupant compartment 40. The rearportion 40 may terminate with doors or a wall (not shown).

In certain embodiments, the sidewalls 34, 36 are located opposite oneanother and extend from the forward portion 38 to the rear portion 40and from a floor 44 to a ceiling 46 of the vehicle 32. The sidewalls 34,36 may be generally parallel one another, but they may or may not be thesame length as one another. Instead, as shown in the depictedembodiment, the sidewall 34 on a passenger side of the vehicle 32 may beshorter than the sidewall 36 on the driver side of the vehicle 22 toaccommodate a sliding or hinged door(s) 48.

In some cases, each of the sidewalls 34, 36 may be comprised of aplurality of panels 50, ribs 52, and/or rails 54. The ribs 52 and/orrails 54 function as a skeleton to which the panels may be connected to,and/or extend between. The panels 50, ribs 52 and/or rails 54 may belocated between pillars 56 of the vehicle 32. The pillars 56 arestructural members and may be part of the frame work of the vehicle.Pillars 56 are usually larger and more robust that the ribs 52 and/orthe rails 54 and there are fewer pillars 56 compared with the ribs 52and/or rails 54. Pillars 56 may be located at the corners of the cargoportion 30.

As illustrated in FIG. 1 , at least one of the ribs 52 may include anupper portion 58 connecting the at least one of the ribs 52 to theceiling 46 (or a member associated with the ceiling 46) and a lowerportion 60 connecting the at least one of the ribs 52 to the floor 44(or a member associated with the floor 44). As depicted in FIG. 9 , theupper portion 58 may be coupled to the ceiling 46 by extending afastener 62 into a ceiling rail 64. The lower portion 60 may also becoupled to the floor 44 by a mechanical fastener if desired. The ribs 52may also be connected to the ceiling 46 or floor 44 such as throughwelding.

The ribs 52 may have four walls such as a back wall 52 a, two side walls52 b and a front wall 52 c. The back wall 52 c may be directly attachedto the panel 50. The two side walls 52 b may be directly connected tothe back wall 52 a. The front wall 52 c may extend between the two sidewalls 52 b. In some cases where the rib 52 is a strip of material, thefront wall 52 c may be the front surface of the back wall 52 a. The ribs52 may be connected to the panels 50 via mechanical fasteners, such asrivets or the like and/or adhesives and/or the ribs 52 may be integrallyformed with the panels 50. One or more of the ribs 52 may extendsubstantially continuously from the floor 44 to the ceiling 46.

In some cases, the panels 50, ribs 52, rails 54 and/or pillars 56 areoriginal equipment provided by the original equipment manufacturer.These structures are sufficient to enclose the cargo portion 30, butparticularly the panels 50, ribs 52 and/or rails 54 are not capable forsupporting significant additional weight or structures thereon. This maybe a byproduct of vehicle light-weighting initiatives by originalequipment manufacturers. This might be done to make the vehicle lessexpensive, smaller, lighter and/or more energy efficient.

However, some vehicle end users require shelving and the like in thevehicle to store and secure items and to make the vehicle morefunctional for their applications and uses.

A vehicle shelf system 66 described and depicted herein is designed towork with the existing panels 50, ribs 52, and/or rails 54 without anymodification to their size, shape, location or structural integritycertain portions of the system 66 may function to reinforce the panels50, ribs 52 and/or rails 54. The vehicle shelf system 66 may becomprised of a plurality of components. FIGS. 3 and 4 depict oneembodiment of the vehicle shelf system 66, while FIG. 2 depicts thevehicle shelf system 66 installed in the exemplary vehicle 32.

The vehicle shelf system 66 shown in FIGS. 3 and 4 may include one ormore shelving units 68. Each of the shelving units 68 may have one ormore upright members 70. In certain embodiments, each of the shelvingunits 68 may comprise a pair of spaced apart upright members 70. Theupright members 70 may be spaced apart from one another along alongitudinal axis 72 of the vehicle 32.

One of the shelving units 68 may share at least one of its uprightmembers 70 with another adjacent one of the shelving units 68. Theupright members 70 may be the same as one another, or they may bedifferent.

The upright member 70 may be a single piece of stamped metal, but it mayalso be comprised of multiple pieces that are connected together such asthrough welding and/or mechanical fasteners.

In some cases, the upright member 70 may have a generally U-shapedcross-section. As a non-limiting example, the upright member 70 may havea central portion 74 bounded by two side portions 76. The side portions76 may be the same as one another or different. The central portion 74and the side portions 76 may extend the length of the upright member 70.The side portions 76 may be parallel with one another but not coplanarwith one another; the central portion 74 may extend generally transversethe side portions 76. In some embodiments, the individual side portions76 may have a width (extending transverse the longitudinal axis) that isgenerally equal the width (extending parallel the longitudinal axis) ofthe central portion 74.

The side portions 76 and the central portion 74, regardless of theirwidth with respect to one another, may generally define the U-shapedcross section and a void space 78 in the middle of the U. The sideportions 76 and the central portion 75 and thus the void space 78 may besized to receive a rib 52 at least partially therein.

In one embodiment, the upright member 70 may be sized and shaped toextend substantially along the length of a rib 52. It may also be thatthe upright member 70 may be located substantially over the rib 52 tosubstantially enclose or encase the rib 52. In some cases, the uprightmember 70 may not enclose or encase all of the upper and/or lowerportion of the rib 58, 60.

The central portion 74 of the upright member 70 may extend substantiallyparallel and continuously along the rib front wall 52 c. The uprightmember 70 side portions 76 may extend substantially parallel andcontinuously along the rib side walls 52 b. As such, the upright member70 central portion 74 and side portions 76 may substantially encase therib front wall 52 c and rib side walls 52 b.

As best seen in FIGS. 3 and 4 , at least one of the upright members 70may include an upper attachment mechanism 80. There may be a number ofembodiments of the upper attachment mechanism 80.

In one example, shown in FIGS. 7 and 9 , the upper attachment mechanism80 may be integrally formed with an upright member 70. It is understood,however, that the upper attachment mechanism 80 may be a separatecomponent if desired. The upper attachment mechanism 80 may include atleast one side flange portion 82. The side flange portion 82 may beformed on an upper end of at least one of the side portions 76. The sideflange portion 82 may extend coplanar with the side portion 76 such asin an upward direction.

It may be also that the upper attachment mechanism 80 may have at leastone central flange portion 84, as shown in FIG. 7 . The central flangeportion 84 may be connected with the central portion 74. The centralflange portion 84 may extend at an angle with respect to the plane ofthe central portion 74. The angle may be such as an upward acute anglefrom the central portion 74. In other embodiments, such as shown in FIG.9 , a central flange portion 84 is not utilized.

One or more of the flange portions 82, 84 may include at least oneaperture 86 formed therein. As shown in FIG. 7 , the apertures 86 mayaccommodate mechanical fasteners 88 that connect the upright members 70with the ribs 52.

Returning to FIGS. 3 and 4 , another embodiment of an upper attachmentmechanism 80 is depicted. The upper attachment mechanism 80 may includean upper end portion 90 having at least one outwardly extending flange92 and/or at least one opposing outwardly extending flange 94. Incertain embodiments depicted in FIG. 5 , the upper attachment mechanism80 may be a separate component that is selectively adjustable along theupright member 70 in a vertical direction. It is also understood thatthe at least one outwardly extending flange 92 and/or the at least oneoutwardly extending flange 94 may be formed integrally with the uprightmember 70. Each of the flanges 92, 94 may include at least one aperture86 formed therein. As shown in FIG. 5 , the apertures 86 may accommodatemechanical fasteners 88 that connect the upright members 70 with atleast one of the ceiling 46, the ribs 52, and/or other portions of thecargo area 30 of the vehicle 32.

Referring back to FIGS. 3 and 4 , at least one of the upright members 70may also include a lower attachment mechanism 100 having at least oneoutwardly extending flange 102. In the two embodiments of the lowerattachment mechanism 100 depicted in FIGS. 6, 8 and 10 , the lowerattachment mechanism 100 may be a separate component that is selectivelyadjustable along the upright member 70 in a vertical direction. It isalso understood that the at least one outwardly extending flange 102 maybe formed integrally with the upright member 70 as shown in theembodiment of the lower attachment mechanism 100 depicted in FIGS. 6, 8and 10 . The flange 102 may include at least one aperture 104 formedtherein. As shown in FIGS. 6, 8, and 10 , the apertures 104 mayaccommodate mechanical fasteners 106 that connect the upright members 70with of the floor 44, the ribs 52, and/or other portions of the cargoarea 30 of the vehicle 32. The flange 102 may extend generallytransverse the side portion 76 of the upright member 70. The flange 102may extend generally parallel the floor 44.

In one embodiment, the lower attachment mechanism 100 may have at leasta portion of which is complimentary in shape to at least a portion ofthe upright member 70. In such a case, the lower attachment mechanism100 may have a generally U-shaped body portion 108 that extends about,such as in an overlapping manner, the upright member 70.

Additionally, at least one of the upright members 70 may include aplurality of apertures 110 formed in at least one of the side portions76 and/or the central portion 74. The apertures 110 may accommodatemechanical fasteners (not depicted) that connect the upright members 70with at least one of the ribs 52 and/or at least one of the rails 54.

In one example, an aperture 110 in the upright member 70 may be alignedwith a preexisting aperture in a rib 52 and/or a rail 54. A fastenerextending through the aperture 110 of the upright member 70 into the rib52 and/or rail 54 secures the upright member 70 to the rib 52 and/orrail 54. By using preexisting apertures provided by the originalequipment manufacturer, no additional apertures need to be located inthe vehicle 32. This is advantageous as such additional apertures couldundesirably and inadvertently damage other components of the vehicle 32such as a battery, cabling, and/or electronics, for example. Furtheryet, in some embodiments, the at least one of the mechanical fasteners88, 106 and those not depicted, may be mechanical fasteners provided bythe original equipment manufacturer of the vehicle 32 and which arealready located in the apertures of the ribs, 52, the rails 54 and/orthe pillars 56. Thus, additional fasteners may not be required, whichreduces the cost of the shelving units 68, as well as militates againstwear, corrosion, and weakening of the sidewalls 34, 36, ceiling 46, andfloor 44 of the of the vehicle 32 that may result from each additionalaperture and mechanical fastener employed. Further yet, by using OEMapproved fasteners, the fasteners are certain to fit and may keep thevehicle warranty in place.

In some cases, all of the upright members 70 associated with a side wall34, 36, may be in a single plane (extending parallel with thelongitudinal axis of the vehicle) generally parallel the respective sidewall 34, 36. By securing the upright members 110 to the vehicle 22 inthis manner, the upright members 110 are mounted in a single plane,which provides a compact system that does not significantly intrude intothe cargo area 30.

One or more cross-pieces (not depicted) may connect the upright members70 together. The cross-pieces may be part of the vehicle shelf system66. The cross-pieces may extend at an angle, such as transverse, forexample, or the primary direction of the upright members 70. In certainembodiments, the cross-pieces are co-planar with one another, however,the location of the cross-pieces may be anywhere along the verticalheight of the upright members 70. Further, more than one cross-piece maybe used to span between upright members 70. The cross-pieces may providestructural stability and rigidity to the system 66.

The shelving units 68 shown in FIGS. 3 and 4 may further include atleast one shelf member 112 coupled to at least one of the uprightmembers 70. Each of the upright members 70 may include a pair ofvertically spaced apart under-shelf brackets 114. Greater or fewer ofthe under-shelf brackets 114 than shown may be employed. In someembodiments, each of the under-shelf brackets 114 of one of the uprightmembers 70 may be longitudinally aligned with a corresponding one of theunder-shelf brackets 114 of another one of the upright members 70. Oneof the shelf members 112 may be disposed across the under-shelf brackets114 of the two spaced-apart upright members 70. It may also be possiblethat two shelf members 112 share a single under-shelf bracket 114.

FIG. 11 shows one of the under-shelf brackets 114 according to anembodiment of the subject matter. Each of the under-shelf brackets 114may include a central portion 116 and opposing side portions 118, 120.The side portions 118, 120 may extend substantially parallel one anotherand transverse the central portion 116. The central portion 116 and theside portions 118, 120 may form a general U-shaped cross-section.

A spanner bracket 122 may be connected an upright member. In oneembodiment, the spanner bracket 122 may have first and second sides 124,126 connected together with a cross-member 128. The cross-member 128fixed the distance between the sides 124, 126. Each side 124, 126 ofeach spanner bracket 122 may have a first leg portion and a second legportion 130, 132. The first leg portion 130 may be located adjacent theside portion 76 of the upright member 70. The first leg portion 130 maybe connected to the side portion 76 through welding and/or mechanicalfasteners.

The second leg portion 132 may be coplanar with the first leg portion130 and extend therefrom such as in a cantilevered manner. The secondleg portion 132 may be connected to the side portion 118 of theunder-shelf bracket 114. The connection may be such as through a pivotbar 134 that permits selective rotational movement of the undershelfbracket 114, and thus the shelf member 112, with respect to the fixedspanner bracket 122. The pivot bar 134 may extend through alignedapertures in the second leg portion 132 and one or more of the sideportions 118. The pivot bar 134 may remain generally stationary and itdoes not typically rotate, pivot or translate. A single pivot bar 134may be employed at each under-shelf bracket 114 and spanner bracket 122connection.

In some embodiments, the pivot bar 134 may be located within, or incontact with, one or more bushings (not depicted). Bushings may be usedbetween the spanner bracket and the under-shelf bracket to reducefriction and facilitate selective movement between the two. The pivotbar 134 and/or the bushings permit movement of the under-shelf bracketin a single vertical plane, which is generally transverse thelongitudinal axis 72 of the vehicle 32.

A spanner bracket 122 may be located on each upright member 70 where ashelf member 112 is to be attached. The spanner bracket 122 may transferthe load from the shelf member 112, which may have items thereon addingto the load, into the upright member 70. The upright member 70 isdesigned of a material and that material is provided with a sufficientthickness to withstand that loading. Thus, a shelfing unit 68 attachedto upright member 70 such as described above may be provided with a loadcapacity that far exceeds the load the ribs 54 may take on their own.

In one embodiment shown in FIG. 4 , the side portions 118, 120 of theunder-shelf bracket 114 terminate before they reach a rear edge 136 ofthe shelf member 112. In such a case, a gap 138 is provided between therear edge 136 of the shelf member 112 and the end of the side portions118, 120. The gap 138 may provide space for the side portions 118, 120when the shelf member 112 is in an in-use, lowered position; an uprightmember 70 may take up at least some of the gap 138. Accordingly, thepivot bar 134 may be located outwardly, such as transverse thelongitudinal direction, when the shelf member 112 is in the loweredposition, from the rear of the side portions 118, 120. As noted above,the spanner bracket second leg portions 132 extend forward from theupright member 70 to meet the ends of the side portions 118, 120. As aresult, a pivot axis 140 of the shelf member 112 may be located outboard(in the transverse the longitudinal axis 72 direction when the shelfmember 112 is lowered) on the side portions 118, 120 by a predefineddistance 142.

The spanner bracket 122 may facilitate the location of the pivot axis140 for the shelf member 122. In one embodiment, the second leg portion132 of each spanner bracket 122 extends the pivot axis 140 away from theupright member 70 by a length of the second leg portion 132. By locatingthe pivot bar 134 through an aperture 144 in the second leg portion 132,which overlaps with an inboard end portion of the side portions 118,120, the pivot bar 134 is extended to a location outboard on the sideportions 118, 120 from the end of the side portions 118, 120.

As may be appreciated from FIG. 4 , the central portion 116 of theunder-shelf bracket 114 may be connected directly to the shelf member112 such as with mechanical fasteners, for example. The connection maybe such as locating the central portion 116 in direct facing contactwith a lower surface 146 of the shelf member 112. It may also bepossible to also form the undershelf bracket 114 directly with the shelfmember 112 such that the two are unitary, integrally formed andone-piece.

FIGS. 3 and 4 depict the condition when the shelf member 112 may have anupper surface 148 that is substantially parallel the lower surface 146.The two surfaces 146, 148 may define a substantially constant thicknessbetween them. In one embodiment, the shelf member 112 may have agenerally rectangular shape. As can be appreciated, however, the shelfmembers 112 may be any suitable size, shape, and configuration asdesired.

Edge portions 150 of each shelf member 112 may define the boundary ofthe upper and lower surfaces 146, 148. The edge portions 150 may becomprised of upstanding or down-standing lengths of material that mayextend along at least a portion of a perimeter of the shelf member 112.In some embodiments, the edge portions 150 may be helpful in preventingmaterials located on the upper surface 148 from leaving the uppersurface 148.

As noted above, the general shape of the shelf member 112 may berectangular. However, as may be appreciated from FIG. 4 , the rear edge136 of the shelf member 112 may have some deviations from being entirelystraight. For example, the rear edge 136 may have one or more uprightmember recesses 152, which may be part of the gap 138 or separatetherefrom, in selected locations. Each upright member recess 152 mayaccommodate at least a portion of an adjacent upright member 70. Theexemplary embodiments in the figures depict upright member recesses 152in the rear edge 136 that extend at least the width of the adjacentupright member 70. The depth of each upright member recess 152 mayaccommodate at least a portion of the adjacent upright members 70 and/ora portion of the spanner bracket 122. The portion of the spanner bracket122 may be such as the first leg portions 130, the second leg portions132 and/or the cross member 128.

In one embodiment, the depth of each upright member recess 152 mayaccommodate at least a portion of the under-shelf bracket 114. As can beappreciated from the figures, when the shelf member 112 is located inthe in-use, lowered position, at least a portion of the under-shelfbracket 114 can be accommodated within the upright member recess 152.This permits the rear edge 136 of the shelf member 112 to be located asclose to the upright member 70 and the sidewalls 34, 36 of the vehicle32 as possible. By being located close to the sidewalls 34, 36, thevehicle shelf system 66 intrudes less into the cargo area 30 in both araised or stowed, second position, as well as the in-use, first, loweredposition. Further, any gap that exists between the rear edge 136 and thesidewalls 34, 36 is minimized, which reduces the likelihood that itemson the shelf member 112 can fall between the rear edge 136 thereof andthe sidewalls 34, 36 of the vehicle 32.

As noted above, the upright member recesses 152 may also receive thecross-member 128 of each spanner bracket 122 when the shelf member 112is in the in-use, lowered, first position. In these instances, an upperportion of the first leg portion 130 of the spanner bracket 122 may bereceived within the upright member recess 152. In that embodiment, theupper portions of each of the spanner brackets 122 may be flush with theupper surface 148 of the shelf member 112. By being flush with the uppersurface 148 of the shelf member 112, the upper portions of each of thespanner brackets 122 function to prevent items placed on the shelfmember 112 from falling into the upright member recesses 152.Preferably, the upright member recesses 152 may be wide enough that thespanner brackets 122 are received therein without contacting the edgesof the shelf member 112 that define the upright member recesses 152.

In the embodiments depicted in FIGS. 3 and 4 , the shelf member 150 mayextend at an angle from the upright members 110 when the shelf member150 is in the in-use, first position. The angle created between theupper surface 151 of the shelf member 150 and the upright members 110may be between 75-120 degrees. In a preferred embodiment, the anglebetween the upper surface 151 of the shelf member 150 and the uprightmembers 110 may be less than 90 degrees so as to reduce the possibilitythat items located on the upper surface 151 of the shelf member 150 donot fall off the shelf member 150. Instead, the items may becomecaptured between the shelf member 150, the upright members 110, and arespective one of the sidewalls 24, 26.

As can be appreciated from the above, in one embodiment the shelf member112 is cantilevered from the upright members 70. Preferably, besides thestructures mentioned above, the shelf member 112 is not furtherstructurally supported on the upright members 70, the sidewalls 34, 36,the ceiling 46, or the floor 44. Thus, there are no additionalstructural support structures that attach to the upper or lower surfaces146, 148 of the shelf member 112, and none that attach to theunder-shelf brackets 114. Further, to reduce complexity and costs, nostructures, except for the shelf member 112 itself, extend between theunder-shelf brackets 114.

FIGS. 12-23 show another embodiment of a vehicle shelf system 66′ for acargo area 30′ of a vehicle 32′ similar to that shown in FIGS. 1-11 .More particularly, the vehicle shelf system 66′ may include a lowerattachment mechanism 100′, an upper attachment mechanism 80′, and abiasing member 154. Reference numerals for similar structures in respectof the description of FIGS. 1-11 are repeated in FIGS. 12-23 with aprime (′) symbol.

As best seen in FIGS. 21 and 22 , the lower attachment mechanism 100′may include a lower end portion having at least one outwardly extendingflange 102′. Some embodiments of the lower attachment mechanism 100′ mayalso have a coupler 156 as shown in FIG. 22 . The flange 102′ and/or thecoupler 156 may be configured to correspond with features and contoursformed in the cargo area 30′ of the vehicle 32′.

As depicted in FIG. 21 , the lower attachment mechanism 100′ may be aseparate component that is selectively adjustable along the uprightmember 70′ in a vertical direction. It is also understood that the atleast one outwardly extending flange 102′ and/or the coupler 156 may beformed integrally with the upright member 70′. The flange 102′ and/orthe coupler 156 may each include at least one aperture 104′, 158 formedtherein. As shown in FIGS. 21 and 22 , the apertures 104′, 158 mayaccommodate mechanical fasteners 88′, 160 that connect the uprightmembers 70′ with at least one of the floor 44′, the rails 54′, and otherportions of the cargo area 30′ of the vehicle 32′.

In a preferred embodiment shown in FIG. 22 , the lower attachmentmechanism 100′ may be secured to the floor 44′ by mechanical fasteners88′ disposed through existing apertures formed in the floor 44′ so noadditional drilling through the floor 44′ is needed. Such mechanicalfasteners 88′ are also employed to secure the upright member 70′ to thelower attachment mechanism 100′

The coupler 156 may be integrally formed with the lower attachmentmechanism 100′ or separately formed but attached thereto. The coupler156 may have a lower flange 162, a transition portion 164, and first andsecond upper flanges 166. 168.

The lower and first upper flanges 162, 166 may be connected together bythe transition portion 164, which may be curvilinear. The lower andfirst upper flanges 162, 166 may be parallel one another but notcoplanar with one another as a result of the transition portion 164.

The second upper flange 168 may extend generally transverse the firstupper flange 166. In some cases, the second upper flange 168 may extendfrom a rear portion of the first upper flange 166.

Fastener apertures 158 may be located in both the first and second upperflanges 166, 168 and corresponding fasteners 160 may be located throughthe apertures 158 and into pre-existing apertures in the vehicle 32′ tosecure the flanges 166, 168 and thus the lower attachment mechanism 100′to the vehicle 32′.

As best seen in FIG. 23 , the upper attachment mechanism 80′ may be aseparate component that is selectively adjustable along the uprightmember 70′ in a vertical direction. It is understood, however, the upperattachment mechanism 80′ may be integrally formed with the uprightmember 70′ if desired. The upper attachment mechanism 70′ may include anupper end portion having at least one outwardly extending flange 82′and/or at least one opposing outwardly extending flange 82′. It is alsounderstood that the at least one outwardly extending flange 82′ and/orthe at least one outwardly extending flange 82′ may be formed integrallywith the upright member 70′. Each of the flanges 82′ may include atleast one aperture 86′ formed therein. The apertures 86′ may accommodatemechanical fasteners 88′ that connect the upright members 70′ with atleast one of the ceiling rail 64′, the rails 54′, and other portions ofthe cargo area 30′ of the vehicle 32′.

In certain embodiments, the biasing member 154 may be employed with theshelving units 68′. A first end portion 170 of the biasing member 154may be attached to the side portion 76′ of the upright member 70′. Asshown in FIGS. 17-20 , such a connection may be a ball stud 172 that maybe directly attached to the central portion 74′ without any interveningstructure. More preferably, a stud portion 174 of the ball stud 172 islocated in the aperture 86′ formed in the central portion 74′ and/orside portions 76′ of the upright members 70′.

The biasing member 154 may be comprised of a socket 176 that receivesthe ball stud 172 therein. The ball stud 172 and socket 176 designpermits the socket 176, and thus the biasing member 154, to rotate withrespect to the ball stud 172, which is advantageous for aligning the twoduring installation and permitting relative movement between the twoduring operation. In some embodiments, the biasing member 154 may besuch as a pneumatic piston or other fluid driven device.

Preferably, the connection between the ball stud 172 and the socket 176may be the only connection between the first end portion 170 of thebiasing member 154 and the upright member 70′. As noted above, the ballstud 172 and the socket 176 may permit relative rotation, but there isno axial translation (along the longitudinal axis 72) via thisconnection. The lack of axial translation at the connection is anadvantage that reduces complexity, and thus cost, and it eliminatesfailure modes, as well as pinch points. The socket 176 may be connectedto a piston housing 178 having a piston rod 180 slidably disposedtherein.

A second end 182 of the biasing member 154 may comprise a socket 184that receives a ball stud 186 disposed on an end of the piston rod 180.As shown more clearly in FIG. 20 , the ball stud 186 may be directlyattached to the under-shelf bracket 144′ without any interveningstructure. More preferably, a stud portion 188 of the ball stud 186 islocated in an aperture formed in at least one of the side portions 118′,120′ of the under-shelf bracket 144′. The ball stud 186 and socket 184design permits the socket 184, and thus the biasing member 154, torotate with respect to the ball stud 186, which is advantageous foraligning the two during installation and permitting relative movementbetween the two during operation. Preferably, the connection between theball stud 186 and the socket 184 may be the only connection between thesecond end portion 182 of the biasing member 154 and the under-shelfbracket 144′. The lack of axial translation at the connections is anadvantage that reduces complexity and thus cost, eliminates failuremodes, as well as pinch points, and maintains the shelf member 112′ inclose proximity to the upright member 70′ which reduces its operationalprofile. In some embodiments, the biasing member 154 may besubstantially parallel to the upright member 70′, such as the one of theside portions 76′, when the shelf member 112″ is the in-use, first, orlowered, position.

A length of the biasing member 154 may change as the shelf member 112′moves from the raised or stowed, second position to the lowered, in-use,first position. Simultaneously, as the length of the biasing member 154changes, an angle of the biasing member 154 with respect to thestationary upright member 70′ when pivoting the shelf member 112′between the raised or stowed, second position and the lowered, in-use,second position changes. In some cases, an acute angle may form betweenthe biasing member 154 and the side portions 76′ when the shelf member112′ is located in the lowered, in-use, first position.

The shelf system 66′ may employ more or less of the biasing members 154than shown. In some embodiments, only a single biasing member 154connects a single upright member 70′ with a shelf member 112′. Thevehicle shelf system 66′ advantageously does not require additionalsprings, pistons, motors or other movement devices to enable a user toraise or lower the shelf member 112′. This reduces complexity, weight,pinch points and cost in the vehicle shelf system 66′ compared to theprior art.

In some embodiments, a cover (not depicted) may be located at leastpartially over each biasing member 154. The biasing member 154 may notconnect with the cover and the cover may serve no function to thebiasing member 154 in terms of support to, or connection with, theupright member 70′. Instead, the cover is designed to keep items in thevehicle 32′ and items, such as the operator and the operator’s clothing,from becoming entangled with the biasing member 154, or any of theassociated connections therewith.

FIGS. 24-25 show another embodiment of a vehicle shelf system 66″ for acargo area 30″ of a vehicle 32″ similar to that shown in FIGS. 1-23 .More particularly, the vehicle shelf system 66″ may include a lowerattachment mechanism 100″ according to another embodiment. Referencenumerals for similar structure in respect of the description of FIGS.1-23 are repeated in FIGS. 24-25 with a prime (″) symbol.

As best seen in FIG. 25 , the lower attachment mechanism 100″ mayinclude a lower end portion having a coupler 190. The lower attachmentmechanism 100″ may be a separate component that is selectivelyadjustable the upright member 70″ in a vertical direction. It is alsounderstood that at least one coupler 190 may be formed integrally withthe upright member 70″. The coupler 190 may each include at least oneaperture 192 formed therein. As shown in FIG. 25 , the apertures 192 mayaccommodate mechanical fasteners 194 that connect the upright members70″ with at least one of the floor 44″, the rails 54″, and otherportions of the cargo area 30″ of the vehicle 32″.

In one embodiment shown in FIG. 25 , the coupler 190 may be secured tothe floor 44″ by mechanical fasteners 198 disposed through existingapertures formed in the floor 44″ so no additional drilling through thefloor 44″ is needed. Such mechanical fasteners 198 may also be employedto secure the upright member 70″ to the lower attachment mechanism 100″.

The coupler 190 may be integrally formed with the coupler 190 orseparately formed but attached thereto. The coupler 190 may have a lowerflange 196, a transition portion 198, first and second upper flanges200, 202 and a transverse flange 204.

The lower flange 196 and first and second upper flanges 200, 202 may beconnected together by the transition portion 198, which may becurvilinear. The lower and first and second upper flanges 200, 202 maybe parallel one another but not coplanar with one another as a result ofthe transition portion 198. The first and second upper flanges 200, 202may have a U or V-shaped groove separating them. The transverse flange204 may extend generally transverse the second upper flange 200.

Fastener apertures 206 may be located in the first upper flange 200 andthe transverse flange 204 and corresponding fasteners 194 may be locatedthrough the apertures 206 and into pre-existing apertures in the vehicle32″ to secure the flanges 200, 204 and thus the coupler 190 to thevehicle 32″.

The coupler 190 may also have a side wall flange 208. The side wallflange 208 may extend generally parallel, but not co-planar with, thetransverse flange 204. The side wall flange 208 may abut a side wall 34″or 36″ of the vehicle 32″.

More than one shelf system 36, 36′, 36″ may be installed in a vehicle22, 22′, 22″. Each of these shelf systems 36, 36′ and 36″ may be asdescribed above but they may each be of different dimensions and shapes.

In accordance with the provisions of the patent statutes, the device hasbeen described in what is considered to represent its preferredembodiments. However, it should be noted that the device can bepracticed otherwise than as specifically illustrated and describedwithout departing from its spirit or scope.

What is claimed is:
 1. A wall reinforcement and shelf system for a vehicle cargo area, comprising: a vehicle side wall having at least one vertically extending rib; a reinforcing member having a header portion and a footer portion, wherein one of said header portion or said footer portion is selectively adjustable along a height of the reinforcing member wherein the reinforcing member at least partially encases the rib; at least one bracket having a first end portion attached to a side wall of the reinforcing member and a second end portion with a first pivot aperture; a shelf support member having a second pivot aperture aligned with the first pivot aperture, a pivot bar extending through the first and second pivot apertures, the pivot bar extending parallel a front wall of the reinforcing member, wherein the shelf support member selectively pivots about the pivot bar; and a shelf member attached to the shelf support member.
 2. A wall reinforcement and shelf system for a vehicle cargo area, comprising: a first rib reinforcing member and a second rib reinforcing member, wherein both reinforcing members each have two side walls connected together by a front wall to form a hollow channel; and a shelf member pivotally connected to each of the first and second rib reinforcing members.
 3. A wall reinforcement system adapted for use with a vehicle shelf system, comprising: a rib reinforcing member adapted to reinforce a rib in a vehicle cargo area side wall; wherein at least one of a header portion for the rib reinforcing member and a footer portion for the rib reinforcing member has a complementary shape to the reinforcing member, wherein one of said header portion or said footer portion is selectively adjustable along a height of the rib reinforcing member; and a shelf attached to the rib reinforcing member. 